U.S. patent application number 14/717521 was filed with the patent office on 2016-04-21 for method for controlling air control valve in diesel hybrid vehicle.
The applicant listed for this patent is Hyundai Motor Company. Invention is credited to Ho-Kyun Chun, Hwa-Yong Jang.
Application Number | 20160108831 14/717521 |
Document ID | / |
Family ID | 54872587 |
Filed Date | 2016-04-21 |
United States Patent
Application |
20160108831 |
Kind Code |
A1 |
Chun; Ho-Kyun ; et
al. |
April 21, 2016 |
METHOD FOR CONTROLLING AIR CONTROL VALVE IN DIESEL HYBRID
VEHICLE
Abstract
A method for controlling an air control valve in a diesel hybrid
vehicle includes an engine stop detection step for detecting
whether a diesel engine is stopped and a vehicle speed is less than
a predetermined speed, a first noise and vibration blockade step
for controlling a throttle valve to be closed when the diesel
engine is stopped and the vehicle speed is less than the
predetermined speed, and a first throttle valve control step for
closing and then opening again the throttle valve for a
predetermined time.
Inventors: |
Chun; Ho-Kyun; (Incheon,
KR) ; Jang; Hwa-Yong; (Hwaseong, KR) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Hyundai Motor Company |
Seoul |
|
KR |
|
|
Family ID: |
54872587 |
Appl. No.: |
14/717521 |
Filed: |
May 20, 2015 |
Current U.S.
Class: |
701/22 ;
180/65.28; 903/905 |
Current CPC
Class: |
Y02T 10/40 20130101;
B60W 2710/0633 20130101; B60W 2710/0605 20130101; B60Y 2400/432
20130101; B60W 20/17 20160101; B60W 20/40 20130101; F02D 2041/0022
20130101; F02D 41/042 20130101; Y10S 903/905 20130101; B60W 30/192
20130101; F02D 41/0005 20130101; B60W 2030/206 20130101 |
International
Class: |
F02D 41/00 20060101
F02D041/00; B60W 20/00 20060101 B60W020/00; F02D 41/06 20060101
F02D041/06; F02D 41/26 20060101 F02D041/26; F02D 41/24 20060101
F02D041/24 |
Foreign Application Data
Date |
Code |
Application Number |
Oct 21, 2014 |
KR |
10-2014-0142669 |
Claims
1. A method for controlling an air control valve in a diesel hybrid
vehicle, comprising: an engine stop detection step for detecting,
by a controller, whether a diesel engine is stopped and a vehicle
speed is less than a predetermined speed; a first noise and
vibration blockade step for controlling, by the controller, a
throttle valve to be closed when the diesel engine is stopped and
the vehicle speed is less than the predetermined speed; and a first
throttle valve control step for closing and then opening again the
throttle valve for a predetermined time.
2. The method for controlling the air control valve in the diesel
hybrid vehicle of claim 1, wherein after the first throttle valve
control step, the engine stop detection step is executed again.
3. The method for controlling the air control valve in the diesel
hybrid vehicle of claim 1, further comprising: a starting-off
detection step for detecting whether a starting device is off after
the first throttle valve control step; a second noise and vibration
blockade step for controlling the throttle valve to be closed when
the starting device is off; and a second throttle valve control
step for closing and then opening again the throttle valve for the
predetermined time.
4. The method for controlling the air control valve in the diesel
hybrid vehicle of claim 1, wherein the engine stop detection step
is executed again in the first noise and vibration blockade step
when the diesel engine is not stopped or the vehicle speed is not
less than the predetermined speed.
5. The method for controlling the air control valve in the diesel
hybrid vehicle of claim 1, wherein in the first throttle valve
control step, the operations that the throttle valve is closed and
thereafter opened again are repeated several times.
6. The method for controlling the air control valve in the diesel
hybrid vehicle of claim 1, wherein the first throttle valve control
step comprises: a first closure step in which the throttle valve
starts to be closed with the opened throttle valve operation
velocity increasing; a second closure step in which the throttle
valve is operated to be closed with the throttle valve operation
velocity decreasing; a third closure step in which the operation of
the throttle valve is stopped so that the throttle valve is closed;
a first openness step in which the closed throttle valve starts to
be opened with the closed throttle valve operation velocity
increasing; a second openness step in which the throttle valve is
operated to be opened with the throttle valve operation velocity
decreasing; and a third openness step in which the operation of the
throttle valve is stopped so that the throttle valve is opened.
7. The method for controlling the air control valve in the diesel
hybrid vehicle of claim 6, wherein the throttle valve operation
velocity is controlled in order that a velocity inflection point
interval, at which the operating velocity of the throttle valve
increases and thereafter decreases, may be formed when the switch
from the first closure step to the second closure step is
generated.
8. The method for controlling the air control valve in the diesel
hybrid vehicle of claim 6, wherein the throttle valve operation
velocity is controlled in order that a velocity inflection point
interval, at which the operating velocity of the throttle valve
increases and thereafter decreases, may be formed when the switch
from the first openness step to the second openness step is
generated.
9. The method for controlling the air control valve in the diesel
hybrid vehicle of claim 3, wherein the engine stop detection step
is executed again when the starting device is not in the off state
in the starting-off detection step.
10. The method for controlling the air control valve in the diesel
hybrid vehicle of claim 3, wherein in the second throttle valve
control step, the operations that the throttle valve is closed and
thereafter opened again are repeated several times for a
predetermined.
11. The method for controlling the air control valve in the diesel
hybrid vehicle of claim 3, wherein the second throttle valve
control step comprises: a fourth closure step in which the throttle
valve starts to be closed with the opened throttle valve operation
velocity increasing; a fifth closure step in which the throttle
valve is operated to be closed with the throttle valve operation
velocity decreasing; a sixth closure step in which the operation of
the throttle valve is stopped so that the throttle valve is closed;
a fourth openness step in which the closed throttle valve starts to
be opened with the closed throttle valve operation velocity
increasing; a fifth openness step in which the throttle valve is
operated to be opened with the throttle valve operation velocity
decreasing; and a sixth openness step in which the operation of the
throttle valve is stopped so that the throttle valve is opened.
12. The method for controlling the air control valve in the diesel
hybrid vehicle of claim 6, wherein the throttle valve operation
velocity is controlled in order that a velocity inflection point
interval, at which the operating velocity of the throttle valve
increases and thereafter decreases, may be formed when the switch
from the fourth closure step to the fifth closure step is
generated.
13. The method for controlling the air control valve in the diesel
hybrid vehicle of claim 6, wherein the throttle valve operation
velocity is controlled in order that a velocity inflection point
interval, at which the operating velocity of the throttle valve
increases and thereafter decreases, may be formed when the switch
from the fourth openness step to the fifth openness step is
generated.
14. A non-transitory computer readable medium containing program
instructions executed by a controller, the computer readable medium
comprising: program instructions that detect, by the controller,
whether a diesel engine is stopped and a vehicle speed is less than
a predetermined speed; program instructions that control, by the
controller, a throttle valve to be closed when the diesel engine is
stopped and the vehicle speed is less than the predetermined speed;
and program instructions that close and then open again the
throttle valve for a predetermined time.
Description
CROSS-REFERENCE(S) TO RELATED APPLICATION(S)
[0001] This application claims under 35 U.S.C. .sctn.119(a) the
benefit of Korean Patent Application No(s). 10-2014-0142669 filed
on Oct. 21, 2014, the entire contents of which are incorporated
herein by reference.
BACKGROUND
[0002] (a) Technical Field
[0003] The present invention relates to a method for controlling an
air control valve in a diesel hybrid vehicle, and more
particularly, to a method capable of reducing the noise and
vibration associated with a throttle valve in the diesel hybrid
vehicle by controlling the throttle valve to be closed and then to
be opened again for a predetermined time when a diesel engine is
stopped and a vehicle speed is less than a predetermined speed.
[0004] (b) Description of the Related Art
[0005] Generally, a diesel engine has the advantages of realizing
high fuel efficiency and torque compared to a gasoline engine.
Also, the diesel engine sucks air and compresses it at high
compression ratio and then causes auto-ignition by using a high
compression temperature more than 500.degree. C. in the combustion
process of fuel, whereas the gasoline engine mixes air and fuel and
then ignites it via an electric spark. However, conventional diesel
engines have experienced problems including generation of great
vibrations and loud noise.
[0006] The diesel engine vehicles according to the related art
embody an air control valve (ACV) operation logic by detecting
whether an ignition is off in order to reduce a travelling
vibration.
[0007] However, since the situation has been frequently generated
in the diesel hybrid vehicles that a motor is operated and the
diesel engine is stopped while travelling at low speed, there have
been the problems that the vibration/noise is frequently generated
due to the air control valve during operation of diesel hybrid
vehicles.
SUMMARY
[0008] The present invention is directed to a method for
controlling an air control valve in a diesel hybrid vehicle capable
of reducing the noise and vibration associated with a throttle
valve in the diesel hybrid vehicle by controlling the throttle
valve to be closed and then to be opened again for a predetermined
time when a diesel engine is stopped and a vehicle speed is less
than a predetermined speed.
[0009] A first exemplary embodiment of the method for controlling
the air control valve in the diesel hybrid vehicle according to the
present invention may include an engine stop detection step for
detecting whether a diesel engine is stopped and a vehicle speed is
less than a predetermined speed; a first noise and vibration
blockade step for controlling a throttle valve to be closed when
the diesel engine is stopped and the vehicle speed is less than the
predetermined speed; and a first throttle valve control step for
closing and then opening again the throttle valve for a
predetermined time.
[0010] In addition, the engine stop detection step may be executed
again in the first noise and vibration blockade step when the
diesel engine is not stopped and the vehicle speed is not less than
the predetermined speed.
[0011] Further, in the first throttle valve control step, the
operations of the throttle valve being closed and thereafter opened
again may be repeated several times.
[0012] Further, after the first throttle valve control step, the
engine stop detection step may be executed again.
[0013] A second exemplary embodiment of the method for controlling
the air control valve in the diesel hybrid vehicle according to the
present invention may include an engine stop detection step for
detecting whether a diesel engine is stopped and a vehicle speed is
less than a predetermined speed; a first noise and vibration
blockade step for controlling a throttle valve to be closed when
the diesel engine is stopped and the vehicle speed is less than the
predetermined speed; a first throttle valve control step for
closing and then opening again the throttle valve for a
predetermined time; a starting-off detection step for detecting
whether a starting device is off; a second noise and vibration
blockade step for controlling the throttle valve to be closed when
the starting device is off; and a second throttle valve control
step for closing and then opening again the throttle valve for the
predetermined time.
[0014] In addition, the engine stop detection step may be executed
again in the first noise and vibration blockade step when the
diesel engine is not stopped and the vehicle speed is not less than
the predetermined speed.
[0015] Further, in the first throttle valve control step, the
operations that the throttle valve is closed and thereafter opened
again may be repeated several times for a predetermined
[0016] Further, in the starting-off detection step, the engine stop
detection step may be executed again when a starting device is not
in the off state.
[0017] Further, in the second throttle valve control step, the
operations of the throttle valve being closed and thereafter opened
again may be repeated several times.
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] FIG. 1 is a flow chart depicting a first exemplary
embodiment of a method for controlling an air control valve in a
diesel hybrid vehicle according to the present invention.
[0019] FIG. 2 is a flow chart depicting a second exemplary
embodiment of the method for controlling the air control valve in
the diesel hybrid vehicle according to the present invention.
[0020] FIG. 3 is a schematic diagram depicting a first throttle
valve control step in the exemplary methods for controlling the air
control valve in the diesel hybrid vehicle according to the present
invention.
[0021] FIG. 4 is a block diagram showing an apparatus for
controlling the air control valve in the diesel hybrid vehicle
according to the present invention.
DETAILED DESCRIPTION
[0022] It is understood that the term "vehicle" or "vehicular" or
other similar term as used herein is inclusive of motor vehicles in
general such as passenger automobiles including sports utility
vehicles (SUV), buses, trucks, various commercial vehicles,
watercraft including a variety of boats and ships, aircraft, and
the like, and includes hybrid vehicles, electric vehicles, plug-in
hybrid electric vehicles, hydrogen-powered vehicles and other
alternative fuel vehicles (e.g. fuels derived from resources other
than petroleum). As referred to herein, a hybrid vehicle is a
vehicle that has two or more sources of power, for example both
gasoline-powered and electric-powered vehicles.
[0023] The terminology used herein is for the purpose of describing
particular embodiments only and is not intended to be limiting of
the invention. As used herein, the singular forms "a," "an" and
"the" are intended to include the plural forms as well, unless the
context clearly indicates otherwise. It will be further understood
that the terms "comprises" and/or "comprising," when used in this
specification, specify the presence of stated features, integers,
steps, operations, elements, and/or components, but do not preclude
the presence or addition of one or more other features, integers,
steps, operations, elements, components, and/or groups thereof. As
used herein, the term "and/or" includes any and all combinations of
one or more of the associated listed items. Throughout the
specification, unless explicitly described to the contrary, the
word "comprise" and variations such as "comprises" or "comprising"
will be understood to imply the inclusion of stated elements but
not the exclusion of any other elements. In addition, the terms
"unit", "-er", "-or", and "module" described in the specification
mean units for processing at least one function and operation, and
can be implemented by hardware components or software components
and combinations thereof.
[0024] Further, the control logic of the present invention may be
embodied as non-transitory computer readable media on a computer
readable medium containing executable program instructions executed
by a processor, controller or the like. Examples of computer
readable media include, but are not limited to, ROM, RAM, compact
disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart
cards and optical data storage devices. The computer readable
medium can also be distributed in network coupled computer systems
so that the computer readable media is stored and executed in a
distributed fashion, e.g., by a telematics server or a Controller
Area Network (CAN).
[0025] Hereinafter, the first exemplary embodiment of a method for
controlling an air control valve in a diesel hybrid vehicle by the
present invention will be described in greater detail with
reference to the attached drawings.
[0026] FIG. 1 is a flow chart showing the first exemplary
embodiment of the method for controlling the air control valve in
the diesel hybrid vehicle according to the present invention. FIG.
2 is a flow chart showing the second exemplary embodiment of the
method for controlling the air control valve in the diesel hybrid
vehicle according to the present invention. FIG. 3 is a schematic
diagram showing the first throttle valve control step in the
exemplary methods for controlling the air control valve in the
diesel hybrid vehicle according to the present invention. FIG. 4 is
a block diagram showing an apparatus for controlling the air
control valve in the diesel hybrid vehicle according to the present
invention.
[0027] Referring to FIGS. 1 to 4, the first exemplary embodiment of
the method for controlling the air control valve in the diesel
hybrid vehicle by the present invention may include an engine stop
detection step S100, a first noise and vibration blockade step
S200, and a first throttle valve control step S300.
[0028] In the engine stop detection step S100, a controller 80
detects whether a diesel engine 10 is stopped and a vehicle speed
is less than a predetermined speed. The engine stop detection step
S100 is also provided to detect whether the diesel engine 10 is
stopped and the vehicle speed is less than the predetermined speed,
in order to reduce noise and vibration of the diesel engine 10 by
detecting a situation in which the diesel hybrid vehicle is
operated by a motor 60 instead of the diesel engine 10. In
particular, the opening amount of a throttle valve 30 is controlled
in accordance with the vehicle speed in a gasoline vehicle, but the
opening amount of the throttle valve 30 is not changed in
accordance with the vehicle speed in a diesel hybrid vehicle and
the throttle valve 30 maintains its fully opened state when the
diesel hybrid vehicle is operated by the diesel engine 10. In this
arrangement, the engine stop detection step S100 detects whether
the diesel engine 10 is stopped and the vehicle speed is less than
the predetermined speed in order to control the throttle valve 30
to be closed. For example, the vehicle speed may be a low vehicle
speed of about 0 km/h to 10 km/h, but not be limited to such
speeds.
[0029] Further, the engine stop detection step S100 may be executed
again when the diesel engine 10 is not stopped or the vehicle speed
is not less than the predetermined speed. In other words, the
engine stop detection step S100 is executed again when the diesel
engine 10 is not stopped or the vehicle speed is not less than the
predetermined speed such that the conditions for executing the
first noise and vibration blockade step S200 may be detected.
[0030] In the first noise and vibration blockade step S200, the
throttle valve 30 may be controlled to be closed when the diesel
engine 10 is stopped and the vehicle speed is less than the
predetermined speed. In particular, the first noise and vibration
blockade step S200 may control the throttle valve 30 to be closed
by detecting the situation where the diesel engine 10 is stopped
not to be operated so that the noise and vibration is not generated
by the throttle valve 30 or it is not transmitted to a vehicle body
and so on through the opened passage of the throttle valve 30.
Hence, the noise and vibration by the throttle valve 30 may be just
the noise and vibration caused by the operation of an air control
valve 70. The air control valve 70 regulates air pressure
difference between an intake manifold and an Exhaust Gas
Recirculation. Further, the air control valve 70 regulates an
exhaust gas uptake rate.
[0031] In the first throttle valve control step S300, the throttle
valve 30 may be closed and then opened again for a predetermined
time. The first throttle valve control step S300 may control the
throttle 30 to be closed in order that the noise and vibration by
the throttle valve 30 is not generated or the noise and vibration
is not transmitted to the vehicle body and so on through the opened
passage of the throttle valve 30, and then secure an air intake
passage by opening the throttle valve 30 for the diesel engine 30
to be operated. Hence, the predetermined time may be decided
through a vehicle test.
[0032] In particular, the first throttle valve control step S300
may include a first closure step, a second closure step, a third
closure step, a first openness step, a second openness step and a
third openness step.
[0033] In the first closure step, the throttle valve 30 starts to
be closed with the operating velocity of the opened throttle valve
30 increasing. In the second closure step, the throttle valve 30 is
operated to be closed with the operating velocity of the opened
throttle valve 30 decreasing. In the third closure step, the
operation of the throttle valve 30 is stopped so that the throttle
valve 30 is closed. In the first openness step, the closed throttle
valve 30 starts to be opened with the operating velocity of the
closed throttle valve 30 increasing. In the second openness step
S350, the throttle valve 30 is operated to be opened with the
operating velocity of the throttle valve 30 decreasing. In the
third openness step, the operation of the throttle valve 30 is
stopped so that the throttle valve 30 is opened. At this case, when
the first closure step is converted to the second closure step, the
operating velocity of the throttle valve 30 may be controlled in
order that a velocity inflection point interval, at which the
operating velocity of the throttle valve 30 increases and
thereafter decreases, may be formed. Further, when the first
openness step is converted to the second openness step, the
operating velocity of the throttle valve 30 may be controlled in
order that a velocity inflection point interval, at which the
operating velocity of the throttle valve 30 increases and
thereafter decreases, may be formed.
[0034] Referring to FIG. 3, in the state that the initial throttle
valve 30 is opened, when the conditions that the diesel engine 10
is stopped and the vehicle speed is less than the predetermined
speed are satisfied, the closure control of the throttle valve 30
starts at point (1). Thereafter, the operating velocity of a
throttle valve actuator 50 may be changed in order for the throttle
valve 30 to be closed without breakage. Also, the operating time of
the throttle valve actuator 50 may be changed in order for the
throttle valve 30 to be closed without breakage at point (2). When
the throttle valve 30 is closed so that noise and vibration is not
generated, the throttle valve 30 starts to be opened at point (3).
After that, when the conditions that the diesel engine 10 is
stopped and the vehicle speed is less than a predetermined speed
are satisfied, the closure control of the throttle valve 30 starts
at point (3). After that, the operating velocity of the throttle
valve actuator may be changed in order for the throttle valve 30 to
be closed without breakage (Soft Landing). Finally, the operating
time of the throttle valve actuator may be changed in order for the
throttle valve 30 to be opened without breakage at point (4).
Hence, the operating time of the throttle valve actuator may be set
through vehicle test.
[0035] In addition, after the first throttle valve control step
S300, the engine stop detection step S100 is executed again. In
particular, after the first throttle valve control step S300, the
engine stop detection step S100 is executed again to detect the
conditions that the diesel engine 10 is stopped and the vehicle
speed is less than a predetermined speed in order to reduce the
noise and vibration caused by the throttle valve 30 or through the
throttle valve 30.
[0036] Further, in the first throttle valve control step S300, the
operations that the throttle valve 30 is closed and then reopened
may be repeated several times. As such, the reason for controlling
the throttle valve 30 is because the different noise and vibration
reducing methods are needed in accordance with the noise and
vibration caused by the throttle valve 30 or the noise and
vibration kinds through the throttle valve 30 or the
characteristics of the throttle valve operation actuator.
[0037] Hereinafter, the second exemplary embodiment of a method for
controlling the air control valve in the diesel hybrid vehicle by
the present invention will be described in detail with reference to
the accompanying drawings. FIG. 2 is a flow chart showing the
second exemplary embodiment of the method for controlling the air
control valve in the diesel hybrid vehicle according to the present
invention. In this exemplary embodiment, the steps, which are same
to the steps of the first exemplary embodiment of the present
invention as previously described, are provided with the same
reference numbers shown in FIGS. 1 to 3, and thus the detailed
description thereof will be omitted.
[0038] Referring to FIG. 2, the second exemplary embodiment of the
method for controlling the air control valve in the diesel hybrid
vehicle by the present invention may include the engine stop
detection step S100, a first noise and vibration blockade step
S200, and a first throttle valve control step S300, a starting-off
detection step S400, a second noise and vibration blockade step
S500 and a second throttle valve control step S600. In particular,
the second exemplary embodiment may further include the
starting-off detection step S400, the second noise and vibration
blockade step S500 and the second throttle valve control step S600,
as compared to the first exemplary embodiment of the present
invention as previously described.
[0039] More particularly, after the throttle valve control step
S300, the starting-off detection step S400 detects whether a
starting device 40 is off In particular, the starting-off detection
step S400 detects whether an ignition key of the diesel hybrid
vehicle is in the off state in order to reduce the noise and
vibration cause by the throttle valve 30 or the noise and vibration
through the throttle valve 30 when the starting is off. Hence, the
noise and vibration caused by the throttle valve 30 may be the
noise and vibration caused by the operation of the air control
valve (ACV) 70.
[0040] In the second noise and vibration blockade step S500, the
throttle valve 30 is controlled to be closed when the starting
device 40 is off. In particular, the second noise and vibration
blockade step S500 controls the throttle valve 30 to be closed in
order that the noise and vibration is not generated by the throttle
valve 30 or not transmitted to the vehicle body and so on through
an opened passage of the throttle valve 30 by detecting the
situation that the starting device 40 is off.
[0041] In the second throttle valve control step S600, the throttle
valve 30 is closed and thereafter reopened for a predetermined
time. In particular, in the second throttle valve control step
S600, the throttle valve 30 is controlled to be closed in order
that the noise and vibration by the throttle valve 30 may not be
generated or the noise and vibration may not be transmitted to the
vehicle body and so on through the opened passage of the throttle
valve 30 and thereafter the throttle valve 30 is reopened in order
to secure an air intake passage. Further, in the second throttle
vale control step S600, the operations that the throttle valve 30
is closed and thereafter reopened may be repeated several times. As
such, the reason for controlling the throttle valve 30 is because
the different noise and vibration reducing methods are needed in
accordance with the noise and vibration caused by the throttle
valve 30 or the noise and vibration kinds through the throttle
valve 30 or the characteristics of the throttle valve operation
actuator. Hence, the predetermined time may be decided through a
vehicle test.
[0042] More particularly, the second throttle vale control step
S600 may include a fourth closure step, a fifth closure step, a
sixth closure step, a fourth openness step, a fifth openness step,
a sixth openness step.
[0043] In the fourth closure step, the throttle valve 30 starts to
be closed with the operating velocity of the opened throttle valve
30 increasing. In the fifth closure step, the throttle valve 30 is
operated to be closed with the operating velocity of the throttle
valve 30 decreasing. In the sixth closure step, the operation of
the throttle valve 30 is stopped so that the throttle valve 30 is
closed. In the fourth openness step, the closed throttle valve 30
starts to be opened with the operating velocity of the closed
throttle valve 30 increasing. In the fifth openness step, the
throttle valve 30 is operated to be opened with the operating
velocity of the throttle valve 30 decreasing. In the sixth openness
step, the operation of the throttle valve 30 is stopped so that the
throttle valve 30 is opened. At this case, when the fourth closure
step is converted to the fifth closure step, the operating velocity
of the throttle valve 30 may be controlled in order that a velocity
inflection point interval, at which the operating velocity of the
throttle valve 30 increases and thereafter decreases, may be
formed. Further, when the fourth openness step is converted to the
fifth openness step, the operating velocity of the throttle valve
30 may be controlled in order that a velocity inflection point
interval, at which the operating velocity of the throttle valve 30
increases and thereafter decreases, may be formed.
[0044] According to the method for controlling an air control valve
in the diesel hybrid vehicle, it is able to reduce the noise and
vibration caused by the throttle valve or through the throttle
valve during the diesel hybrid vehicle travels or is temporarily
stopped.
[0045] As described above, within the category of the fundamental
technical though of the present invention, many different
modifications are possible to person of ordinary skill in the
pertinent art and the scope of a right of the present invention
should be interpreted based on the accompanying claims.
* * * * *